Method and Apparatus for Electric Powered Vehicle Recharging Safety

ABSTRACT

An apparatus comprising a charging pin in a recharging inlet of an electric powered vehicle (EPV) recharging inlet, a ground pin in the recharging inlet and substantially parallel to the charging pin, a safety pin in the recharging inlet and substantially parallel to the charging pin and the ground pin, an electric power source coupled to the safety pin, and a control circuit coupled to the electric power source and the safety pin, wherein the length of the safety pin extended in the recharging inlet is substantially shorter than the length of the ground pin and longer than the length of the charging pin.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority to U.S. Provisional PatentApplication No. 61/220,068 filed Jun. 24, 2010 by Jinshui Liu andentitled “Method and Apparatus for Electric Powered Vehicle RechargingSafety”, which is incorporated herein by reference as if reproduced inits entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

REFERENCE TO A MICROFICHE APPENDIX

Not applicable.

BACKGROUND

An electric vehicle (EV), also referred to as an electric poweredvehicle (EPV), is a vehicle which uses one or more electric motors forpropulsion. EPVs include electric cars that use electric motors forpropulsion in place of more common propulsion systems, such as theinternal combustion engine (ICE). Electric cars are commonly powered byon-board battery packs, and as such are battery electric vehicles(BEVs). Although electric cars often give good acceleration and havegenerally acceptable top speed, the poor energy capacity of batteriescompared to that of fossil fuels causes the electric cars to haverelatively poor range between charges, and consequently recharging cantake significant lengths of time. However, for everyday use rather thanlong journeys, electric cars are practical means of transportation andcan be recharged overnight at acceptable cost. Electric cars areexpected to have an impact in the auto industry given advantages in citypollution, less dependence on oil, and expected rise in gasoline prices.

SUMMARY

In one embodiment, the disclosure includes an apparatus comprising arecharging inlet inside an EPV, a light source coupled to the insidewall of the EPV recharging inlet, a light detector located within theEPV recharging inlet and positioned between the recharging inlet pinsand the light source, and a plurality of threads around the inside wallof the recharging inlet and positioned between the light source and thelight detector, wherein the light detector is configured to detect lightfrom the light source and/or external light, wherein the threads areconfigured to receive a housing cap that substantially blocks light fromthe light source and external light from reaching the light detectorwhen the housing cap is properly mounted onto the EPV recharging inlet,and wherein the threads are configured to allow light from at least oneof the light sources and external light to reach the light detector whenthe housing cap is not properly mounted onto the EPV recharging inlet.

In another embodiment, the disclosure includes an apparatus comprising acharging pin in a recharging inlet of an EPV recharging inlet, a groundpin in the recharging inlet and substantially parallel to the chargingpin, a safety pin in the recharging inlet and substantially parallel tothe charging pin and the ground pin, a electric power source coupled tothe safety pin, and a control circuit coupled to the electric powersource and the safety pin, wherein the length of the safety pin extendedin the recharging inlet is substantially shorter than the length of theground pin and longer than the length of the charging pin.

In yet another embodiment, the disclosure includes an EPV systemcomponent comprising at least one processor coupled to a memory andconfigured to receive a signal from a component in a recharging inlet,determine if the signal indicates that a housing cap is not properlymounted on the recharging inlet, and alert a driver if the signalindicates that the housing cap is not properly mounted on the recharginginlet.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of this disclosure, reference is nowmade to the following brief description, taken in connection with theaccompanying drawings and detailed description, wherein like referencenumerals represent like parts.

FIG. 1 is a perspective view of an EPV recharging apparatus.

FIG. 2 is a schematic diagram of an embodiment of an EPV recharginginlet.

FIG. 3 is a schematic diagram of an embodiment of an EPV rechargingsafety detection system.

FIG. 4 is a schematic diagram of another embodiment of an EPV rechargingsafety detection system.

FIG. 5 is a schematic diagram of an embodiment of an EPV rechargingsafety detection method.

FIG. 6 is a schematic diagram of an embodiment of a general-purposecomputer system.

DETAILED DESCRIPTION

It should be understood at the outset that although an illustrativeimplementation of one or more embodiments are provided below, thedisclosed systems and/or methods may be implemented using any number oftechniques, whether currently known or in existence. The disclosureshould in no way be limited to the illustrative implementations,drawings, and techniques illustrated below, including the exemplarydesigns and implementations illustrated and described herein, but may bemodified within the scope of the appended claims along with their fullscope of equivalents.

EPVs are being promoted in many countries, such as Germany and the USA,and are becoming more popular for their potential benefits in managingglobal climate change and reducing worldwide air pollution. EPVs mayhave limited battery storage, and hence their batteries may need to berecharged often. Typically, since the EPVs' battery recharging time maylast many hours or minutes, the EPVs may be used for commuting ortransportation during day time and may have their batteries rechargedduring night time, for instance using recharging stations at garages.Because of the time duration needed to recharge the battery, it may bepossible to forget that a vehicle is connected to a recharging stationand drive the vehicle away without disconnecting the vehicle from therecharging station. Driving the vehicle without properly disconnectingthe vehicle from the recharging station may cause damages to the vehicleand/or the recharging station, and possibly to other vehicles that maybe in close proximity.

A plurality of schemes related to recharging EPVs have been proposed,such as in U.S. Pat. No. 6,123,569 by Fukushi Ma et al., U.S. Pat. No.5,220,268 by Rose et al., U.S. Pat. No. 5,490,790 by Okada et al., U.S.Pat. No. 5,462,439 by Keith et al., and other U.S. patents, as well asthe J1772 standard adopted by Society of Automotive Engineers (SAE) inJanuary 2010. Many of the proposed schemes are related to connectorassembly designs of the electric powered vehicle systems. For instance,in U.S. Pat. No. 5,346,406 by Hoffman et al., a connector assembly isdisclosed. The connector assembly comprises a control contact that isshorter than the current carrying conductors. As such, the chargingcurrent path may be disconnected if the vehicle moves away from therecharging station while the vehicle remains electrically coupled to therecharging station, e.g. by an electric cable. One disadvantage of thissystem is that mechanical damage by the electric cable to the vehicleand/or the recharging station may occur even if the charging currentpath is disconnected. In another U.S. Pat. No. 4,158,802 by Rose, arecharging station design that uses exposed surface current contact isdisclosed. Some of the disadvantages of this design may include contactsurface corrosion, potential electrical shock due to accidental touch ofthe electric surface contact, and supporting a limited range of sizesand/or shapes of electric powered vehicles. All of the patents mentionedabove are incorporated herein by reference as if reproduced in theirentirety. While the schemes above disclose improved connector assemblydesigns for EPV systems, the previous schemes may not prevent damages tovehicles and/or recharging stations. The SAE J1772 standard specifies aproximity detection method by putting a permanent magnet in therecharging connector and corresponding Hall Effect switch in the vehiclerecharging inlet to detect the presence of the connector in the vehicleinlet, but leaves the details at the discretion of the EPV manufacturer.

Disclosed herein are systems and methods for EPV recharging safetydetection, which may be used to prevent at least some damages tovehicles and/or recharging stations. The disclosed systems and methodsmay also overcome at least some of the disadvantages of the previousschemes, such as supporting a plurality of sizes and shapes of EPVs andrecharging stations. The methods herein comprise schemes for detecting acoupling between a recharging inlet of the EPV and a housing cap, andalerting a driver if the housing cap is not coupled properly to therecharging inlet. When alerted, the driver may avoid moving the vehiclebefore removing the recharging cable and mounting the housing capproperly onto the recharging inlet, which may prevent damages caused bythe recharging cable to the EPV and/or the recharging station. In someembodiments, the methods may prevent the driver from moving the vehicleif the housing cap is not coupled properly to the recharging inlet.

FIG. 1 shows a perspective view of an embodiment of an EPV rechargingapparatus 100, which may be used to recharge a vehicle's battery, forexample during night time. The EPV may be an electric vehicle (e.g.electric car) powered by a rechargeable battery or a hybrid poweredvehicle (e.g. hybrid car) that uses gasoline, diesel, or natural gas anda battery rechargeable by an external electric power source. In bothtypes of vehicles, the battery may be recharged by a recharging station.The recharging station may comprise a device or an apparatus thatprovides electric power to recharge the battery in the EPV. Therecharging station may be located at a household (e.g. house garage) ora public facility to provide vehicle recharging service.

The EPV recharging apparatus 100 may comprise a recharging inlet 110that may be coupled electrically to the battery and a housing cap 120.During battery recharging, the recharging cable 140 (wherein therecharging plug 130 is part of the recharging cable 140) is plugged intothe recharging inlet 110. The housing cap 120 may be coupled to ormounted on the recharging inlet 110 when the vehicle is on the move,e.g. during day time, to protect the recharging inlet. The housing cap120 may also be used to prevent electrical contact with the pins in therecharging inlet s and improve safety. Although the recharging inlet 110and the housing cap 120 in FIG. 1 have a cylindrical shape, otherembodiments of the EPV recharging apparatus 100 may comprise differentshapes and/or sizes for the recharging inlet 110 and the housing cap120.

To recharge the vehicle's battery, the housing cap 120 may be removedfrom the recharging inlet 110 and a recharging cable 140, which may becoupled to the recharging station, may be coupled to or plugged in therecharging inlet 110. As such, the recharging station may provide power(e.g. electrical current) to the battery via the recharging cable andcomponents in the recharging inlet 110.

FIG. 2 illustrates an embodiment of an EPV recharging inlet 200, whichmay be configured to provide EPV recharging safety detection and preventthe recharging cable from damaging the vehicle and/or the rechargingstation. For example, the EPV recharging inlet 200 may correspond to therecharging inlet 110 in the EPV recharging apparatus 100. The EPVrecharging inlet 200 may comprise a plurality of pins 210 for regularEPV recharging, e.g. those defined in SAE J1772 specification, a firstlight detector 212, a light source 214, a plurality of threads 216 forcap mounting, and optionally a second light detector 218, which may beconfigured and arranged as shown in FIG. 2.

The recharging pins 210 may be positioned inside the EPV recharginginlet 200, e.g. at a center location from the inside wall of the EPVrecharging inlet 200, and adjacent to the inside wall of the vehiclefacing the front side or the EPV recharging inlet 200. The rechargingpins 210 may comprise a plurality of pins/connectors that may be coupledto a rechargeable battery in the vehicle, e.g. via electric wiring. Whena recharging cable is coupled to the EPV recharging inlet 200, aplurality of pins/connectors in the recharging cable may be aligned toand placed in contact to the corresponding pins/connectors in therecharging inlet 200 to provide power/current from the rechargingstation to the battery.

The first light detector 212 may be a photodiode (or any other type ofphoto-detectors) and may be positioned at the inside wall of the EPVrecharging inlet 200, e.g. at relatively close proximity to therecharging pins 210. The first detector may be configured to detectincoming light from the edge (e.g. front side) of the EPV recharginginlet 200, such as light emitted by the light source 214 and/or externallight. The light source 214 may be a light-emitting diode (LED) (orother type of light emitting sources) and may also be positioned at theinside wall of the EPV recharging inlet 200 but further from therecharging pins 210 than the first light detector 212. The light source214 may be placed at relatively close proximity to the edge of the EPVrecharging inlet 200. For example, the light source 214 may bepositioned between the first light detector 212 and the second lightdetector 218. Additionally, the light source 214 may be aligned to emitlight in the direction of the first light detector 212. The light source214 may emit light continuously or intermittently, e.g. at apredetermined period, to save battery power. The period of turning on oroff the light source 214 may be adjusted based on available batterypower and/or the availability of external light.

The threads 216 may also be positioned at the inside wall of the EPVrecharging inlet 200, between the first light detector 212 and the lightsource 214. Specifically, the threads 216 may be aligned to enable thefirst detector to detect the light emitted from the light source 214when the housing cap is not properly mounted onto the EPV recharginginlet 200. The height or extent of the threads 216 from the inside wallof the EPV recharging inlet 200 may be limited to prevent blocking thelight trajectory from the light source 214 to the first light detector212, as indicated by the dashed arrow line in FIG. 2. The threads 216may also be aligned to interlock with corresponding threads locatedaround the outside wall of part of a housing cap (e.g. the housing cap120) to properly mount the housing cap onto the EPV recharging inlet200. For example, an extended part at the center of the hosing cap maybe screwed in or twisted inside the EPV recharging inlet 200 tointerlock the threads 216 with the treads of the housing cap. In thiscase, the light trajectory from the light source 214 (and from outsidethe EPV recharging inlet) to the first light detector 212 may be blockedand the first light detector may not detect a significant amount oflight.

The second light detector 218 may also be a photodiode (or any othertype of light detector) and may be positioned at the inside wall of theEPV recharging inlet 200 behind the light source 214 at about the edgeof the EPV recharging inlet 200, e.g. close to the outside space aroundthe EPV recharging inlet 200. The second light detector 218 may beconfigured to detect external light from outside the EPV recharginginlet 200.

FIG. 3 illustrates an embodiment of an EPV recharging safety detectionsystem 300, which may use an optical detection scheme. The EPVrecharging safety detection system 300 may be used to detect whether ahousing cap is properly coupled to an EPV recharging inlet, such as theEPV recharging inlet 200, and to alert a driver if the housing cap isnot mounted properly. The EPV recharging safety detection system 300 maycomprise a first light detector (D1) 312, a light source (L1) 314, andoptionally a second light detector 318, which may be configuredsubstantially similar to the corresponding components of the EPVrecharging inlet 200. The EPV recharging safety detection system 300 mayalso comprise a cap part 320 of a housing cap and a control circuit 322that may be coupled to L1, D1, and D2.

When the housing cap is properly mounted onto the EPV recharging inlet,the cap part 320 may block the light emitted from L1 and the externalvisible light from reaching D1. In this case, D1 may not detect anysignificant light and the output from D1 to the control circuit 322 mayindicate a “MATED” status. If the cap part 320 is properly positioned inthe EPV recharging inlet, the housing cap may be properly mounted afterremoving the recharging cable. Therefore, the driver may drive awaywithout damaging the vehicle and/or the recharging station.

Alternatively, if the housing cap is removed or is not properly mountedonto the EPV recharging inlet, the cap part 320 may not block at least aportion of the light emitted from L1 and/or the external visible lightfrom reaching the D1. In this case, D1 may detect at least some amountof light, and hence send a signal to the control circuit 322, which maybe located in the vehicle. For instance, the control circuit 322 maydetect an “UNMATED” status from D1. Upon receiving the signal from thefirst light detector 312, the control circuit 322 may alert the driverof a safety issue regarding the EPV recharging apparatus, e.g. bysending an alarm to a vehicle control system and/or preventing thevehicle from moving. When the driver receives an alarm from the vehiclecontrol system, the driver may verify whether the recharging cable isproperly removed from the EPV recharging inlet and/or whether thehousing cap is properly mounted onto the EPV recharging inlet beforeattempting to drive away. In some embodiments, if D1 detects light fromL1 and/or external light, the control circuit 322 may alert the driverand prevent the driver from operating the vehicle. The control circuit322 may then allow the driver to operate the vehicle after properlymounting the housing cap, e.g. when D1 does not detect a significantamount of light.

Additionally, D2 may be configured to detect the intensity of theexternal visible light to determine if the amount of external light issufficient for determining whether the housing cap is properly mountedwithout using L1. For instance, during day time the intensity of theexternal visible light may be relatively high, e.g. in comparison tonight time. Thus, D2 may signal the control circuit 322 to turn off L1,and thus D1 may detect the external visible light, but not light from L1to determine whether the housing cap is properly mounted. For instance,the control circuit 322 may detect a substantial voltage or currentoutput from D2 that corresponds to the intensity of light detected.However, during night time, the intensity of the external visible lightmay be significantly lower, and thus D2 may signal the control circuit322 to turn on L1. For instance, the control circuit 322 may detect asubstantial voltage or current output from D2 that corresponds to thelow intensity of external light. In another embodiment, L1 may be turnedon or off intermittently (by the control circuit 322) at a period thatmay be adjusted based on the detected intensity of the external visiblelight. For example, the time period for turning on or off L1 during daytime may be longer than the time period for turning on or off L1 duringnight time. In other embodiments, the EPV recharging safety detectionsystem 300 may not comprise D2 and/or L1, and D1 may use the externalvisible light and/or L1 to determine whether the housing cap 320 isproperly mounted.

FIG. 4 illustrates an embodiment of another EPV recharging safetydetection system 400, which may use an electrical detection scheme.Similar to the EPV recharging safety detection system 300, the EPVrecharging safety detection system 400 may be used to detect whether ahousing cap is properly coupled to an EPV recharging inlet, e.g. the EPVrecharging inlet 200, and to alert a driver if the housing cap is notmounted properly. The EPV recharging safety detection system 400 maycomprise a recharging inlet 430, which may comprise a charging pin 432,a ground pin 434, and a safety pin 436, and some other pins required forEPV recharging, e.g. those defined in SAE J1772 specification. Thecharging pin 432 may be coupled to the vehicle's battery, the ground pin434 may be couple to an electric ground for the circuitry in thevehicle, and the safety pin 436 may be coupled to the vehicle's controlsystem.

In the EPV recharging safety detection system 400, a cap part 440 (e.g.in the housing cap) may match the recharging inlet 430. The cap part 440may comprise a plurality of slots that correspond to the pins of therecharging inlet 430, which may comprise a ground pin slot 444, and asafety pin slot 446. The ground pin slot 444 may be coupled to thesafety pin slot 446, for instance via an internal conductor 448.Alternatively, the ground pin slot 444 and the safety pin slot 446 maybe a single component in the cap part 440 that comprises two slots. Inan alternative embodiment, the ground pin slot 444, safety pin slot 446,and internal conductor 448 may be part of the recharging plug, e.g.recharging plug 130 of EPV recharging apparatus 100. The SAE adoptedJ1772 standard specifies a 5-pin recharging plug including a ground pin,e.g. 444 of cap part 440.

The EPV recharging safety detection system 400 may also comprise aDirect Current (DC) voltage source 460 that may be coupled to the safetypin 436 and a control circuit 462 that may be coupled to the voltagesource 460 and located in the vehicle. Typically the voltage source 460is the vehicle battery or a regulated voltage source derived from thevehicle battery. Although the recharging inlet 430, the cap part 440,and their corresponding pins and slots in FIG. 4 have a cylindricalshape, other embodiments of the EPV recharging apparatus may comprisedifferent shapes and/or sizes for such components.

As shown in FIG. 4, the charging pin 432, the ground pin 434, and thesafety pin 436 may be located inside the recharging inlet 430. Thecharging pin 432, the ground pin 434, and the safety pin 436 may bemetal conductors and may extend from the back side of the recharginginlet 430, e.g. adjacent to the inside wall of the vehicle. As such, thecharging pin 432, the ground pin 434, and the safety pin 436 may facethe front side or the EPV recharging inlet. Further, the charging pin432, the ground pin 434, and the safety pin 436 may have differentlengths. Specifically, the length of the safety pin 436 may besubstantially shorter than the length of the ground pin 434 and theentire length of the recharging inlet 430.

The ground pin slot 444 and the safety pin slot 446 may extend at leasta portion of the length of the cap part 440. When the housing cap isproperly coupled to the EPV recharging inlet 430, the pins of therecharging inlet 430 may be plugged into the corresponding slots of thecap part 440. As such, the ground pin 434, the ground pin slot 444, theinternal connector 448, the safety pin slot 446, and the safety pin 436may establish a closed loop and ground any current provided by the DCpower source 460. Consequently, when the housing cap is properly coupledto the EPV recharging inlet, the control circuit 462 may detect a“MATED” voltage level on signal “MATED.” Since the safety pin 436 issubstantially shorter than the recharging inlet 430 and the ground pin434, the closed loop may not be established unless the cap part 440 issubstantially inserted into and properly mounted on the recharging inlet430. In this case, the driver may drive away without damaging thevehicle and/or the recharging station.

However, if the cap part 440 is not substantially inserted into therecharging inlet 430 and the housing cap 440 is not properly mounted onthe EPV recharging inlet, the safety pin 436 may not be in contact withthe safety pin slot 446 and the closed loop may not be established.Consequently, the control circuit 462 may detect an “UNMATED” voltagelevel on the signal “MATED” and, in response, send an alarm to thevehicle control system. When, the driver receives an alarm from thevehicle control system, the driver may verify whether the rechargingcable is properly removed from the EPV recharging inlet 430 and/orwhether the housing cap 440 is properly mounted onto the EPV recharginginlet before attempting to drive away. In some embodiments, if thecontrol system 462 detects an “UNMATED” voltage level on the signal“MATED,” then the control circuit 462 may alert the driver and preventthe driver from operating the vehicle. The control circuit 462 may thenallow the driver to operate the vehicle after properly mounting thehousing cap 440, e.g. when a “MATED” voltage level is detected on thesignal “MATED.”

In the alternative embodiment wherein the parts 444, part 446 and part448 may be part of the recharging plug, the control system 462 maydetect a “MATED” voltage level on the signal “MATED” when the rechargingplug is removed from the recharging inlet 430, and an “UNMATED” voltagelevel on the signal “MATED” when the recharging plug is properly pluggedinto the recharging inlet 430, and the rest functions work in the sameway as described above.

FIG. 5 illustrates an embodiment of an EPV recharging safety detectionmethod 500, which may be used to detect whether a housing cap isproperly coupled to an EPV recharging inlet, e.g. the EPV recharginginlet 200, and to alert a driver if the housing cap is not mountedproperly. The method 500 may start at block 510, where an EPV rechargingsafety system output may be monitored, e.g. when the vehicle is turnedoff during night time. For instance, a vehicle control system maymonitor the output of the EPV recharging safety system, e.g. asdescribed in the EPV recharging safety detection system 300 or the EPVrecharging safety detection system 400. The output may correspond to avoltage level output from a light detector (e.g. D1) in the case of anoptical detection scheme or to a voltage level output from a DC powersource (e.g. power source 460) coupled to a safety pin in the case of anelectrical detection scheme. At block 520, the method 500 may determinewhether an alarm signal is detected at the output. The alarm signal maycorrespond to an “UNMATED” voltage level on the “MATED” signal output inthe EPV recharging safety detection system 300 or in the EPV rechargingsafety detection system 400. The method 500 may proceed to block 530 ifthe condition in block 520 is not met. Otherwise, if the condition inblock 520 is met, then the method 500 may proceed to block 540.

At block 530, the driver may be allowed to move (or operate) thevehicle. Since the output of the EPV recharging safety system does notindicate an alarm, the housing cap may be properly mounted on therecharging inlet. Therefore, the driver may drive away without causingthe recharging cable to damage the vehicle and/or the rechargingstation. The method 500 may then end. Alternatively, at block 540, thedriver may be alerted and/or prevented from moving the vehicle. Sincethe output of the EPV recharging safety system indicates an alarm, thehousing cap may not be properly mounted or the recharging cable may becoupled to the EPV recharging inlet. The recharging cable coupled to therecharging inlet may cause damage to the vehicle and/or the rechargingstation if the driver drives away without properly removing therecharging cable. The method 500 may then return to block 510 to resumemonitoring the EPV recharging safety system output, e.g. until thehousing cap is properly mounted on the recharging inlet.

The network components described above may be implemented on anygeneral-purpose network component, such as a computer or networkcomponent with sufficient processing power, memory resources, andnetwork throughput capability to handle the necessary workload placedupon it. FIG. 6 illustrates a typical, general-purpose network component600 suitable for implementing one or more embodiments of the componentsdisclosed herein. The network component 600 includes a processor 602(which may be referred to as a central processor unit or CPU) that is incommunication with memory devices including secondary storage 604, readonly memory (ROM) 606, random access memory (RAM) 608, input/output(I/O) devices 610, and network connectivity devices 612. The processor602 may be implemented as one or more CPU chips, or may be part of oneor more application specific integrated circuits (ASICs).

The secondary storage 604 is typically comprised of one or more diskdrives or tape drives and is used for non-volatile storage of data andas an over-flow data storage device if RAM 608 is not large enough tohold all working data. Secondary storage 604 may be used to storeprograms that are loaded into RAM 608 when such programs are selectedfor execution. The ROM 606 is used to store instructions and perhapsdata that are read during program execution. ROM 606 is a non-volatilememory device that typically has a small memory capacity relative to thelarger memory capacity of secondary storage 604. The RAM 608 is used tostore volatile data and perhaps to store instructions. Access to bothROM 606 and RAM 608 is typically faster than to secondary storage 604.

At least one embodiment is disclosed and variations, combinations,and/or modifications of the embodiment(s) and/or features of theembodiment(s) made by a person having ordinary skill in the art arewithin the scope of the disclosure. Alternative embodiments that resultfrom combining, integrating, and/or omitting features of theembodiment(s) are also within the scope of the disclosure. Wherenumerical ranges or limitations are expressly stated, such expressranges or limitations should be understood to include iterative rangesor limitations of like magnitude falling within the expressly statedranges or limitations (e.g., from about 1 to about 10 includes, 2, 3, 4,etc.; greater than 0.10 includes 0.11, 0.12, 0.6, etc.). For example,whenever a numerical range with a lower limit, R₁, and an upper limit,R_(u), is disclosed, any number falling within the range is specificallydisclosed. In particular, the following numbers within the range arespecifically disclosed: R=R₁+k*(R_(u)−R₁), wherein k is a variableranging from 1 percent to 100 percent with a 1 percent increment, i.e.,k is 1 percent, 2 percent, 3 percent, 4 percent, 5 percent, . . . , 50percent, 51 percent, 52 percent, . . . , 95 percent, 96 percent, 97percent, 98 percent, 99 percent, or 100 percent. Moreover, any numericalrange defined by two R numbers as defined in the above is alsospecifically disclosed. Use of the term “optionally” with respect to anyelement of a claim means that the element is required, or alternatively,the element is not required, both alternatives being within the scope ofthe claim. Use of broader terms such as comprises, includes, and havingshould be understood to provide support for narrower terms such asconsisting of, consisting essentially of, and comprised substantiallyof. Accordingly, the scope of protection is not limited by thedescription set out above but is defined by the claims that follow, thatscope including all equivalents of the subject matter of the claims.Each and every claim is incorporated as further disclosure into thespecification and the claims are embodiment(s) of the presentdisclosure. The discussion of a reference in the disclosure is not anadmission that it is prior art, especially any reference that has apublication date after the priority date of this application. Thedisclosure of all patents, patent applications, and publications citedin the disclosure are hereby incorporated by reference, to the extentthat they provide exemplary, procedural, or other details supplementaryto the disclosure.

While several embodiments have been provided in the present disclosure,it should be understood that the disclosed systems and methods might beembodied in many other specific forms without departing from the spiritor scope of the present disclosure. The present examples are to beconsidered as illustrative and not restrictive, and the intention is notto be limited to the details given herein. For example, the variouselements or components may be combined or integrated in another systemor certain features may be omitted, or not implemented.

In addition, techniques, systems, subsystems, and methods described andillustrated in the various embodiments as discrete or separate may becombined or integrated with other systems, modules, techniques, ormethods without departing from the scope of the present disclosure.Other items shown or discussed as coupled or directly coupled orcommunicating with each other may be indirectly coupled or communicatingthrough some interface, device, or intermediate component whetherelectrically, mechanically, or otherwise. Other examples of changes,substitutions, and alterations are ascertainable by one skilled in theart and could be made without departing from the spirit and scopedisclosed herein.

1. An apparatus comprising: a recharging inlet inside an electricpowered vehicle (EPV); a light source coupled to the inside wall of theEPV recharging inlet; a light detector located within the EPV recharginginlet and positioned between the recharging inlet pins and the lightsource; and a plurality of threads around the inside wall of therecharging inlet and positioned between the light source and the lightdetector, wherein the light detector is configured to detect light fromthe light source and/or external light, wherein the threads areconfigured to receive a housing cap that substantially blocks light fromthe light source and external light from reaching the light detectorwhen the housing cap is properly mounted onto the EPV recharging inlet,and wherein the threads are configured to allow light from at least oneof the light sources and external light to reach the light detector whenthe housing cap is not properly mounted onto the EPV recharging inlet.2. The apparatus of claim 1, wherein the threads do not impede a lightpath from the light source to the light detector.
 3. The apparatus ofclaim 1, wherein the housing cap comprises a plurality of second threadson an outside wall of an extended cap part, and wherein the secondthreads are configured to interlock with the threads on the inside wallof the EPV recharging inlet when the housing cap is properly mountedonto the EPV recharging inlet to block light from the light source andexternal light from reaching the light detector.
 4. The apparatus ofclaim 1, wherein the EPV recharging inlet is configured to allow lightfrom at least one of the light sources and external light to reach thelight detector when a recharging cable is coupled to the recharginginlet.
 5. The apparatus of claim 1 further comprising a control circuitcoupled to the light source and the light detector, wherein the controlcircuit is configured to receive a voltage level signal from the lightdetector, send a control signal to the light source, and send an alarmto a driver.
 6. The apparatus of claim 5 further comprising a secondlight detector at the edge of the EPV recharging inlet that is coupledto the control circuit, wherein the second light detector is configuredto detect external light, and wherein the control circuit is configuredto receive a second voltage level signal from the second light detector.7. The apparatus of claim 5, wherein the light source receives powerfrom an EPV battery coupled to the control circuit.
 8. The apparatus ofclaim 1, wherein the light source comprises a light-emitting diode(LED), and wherein the light detector comprises a photodiode.
 9. Anapparatus comprising: a charging pin in a recharging inlet of anelectric powered vehicle (EPV) recharging inlet; a ground pin in therecharging inlet and substantially parallel to the charging pin; asafety pin in the recharging inlet and substantially parallel to thecharging pin and the ground pin; an electric power source coupled to thesafety pin; and a control circuit coupled to the electric power sourceand the safety pin, wherein the length of the safety pin extended in therecharging inlet is substantially shorter than the length of the groundpin and longer than the length of the charging pin.
 10. The apparatus ofclaim 9 further comprising: a first coupling component in a housing capfor the EPV recharging inlet that matches the ground pin; a secondcoupling component in the housing cap in parallel to the first couplingcomponent that matches the safety pin; and wherein the first couplingcomponent and the second coupling component are coupled on one side. 11.The apparatus of claim 10, wherein the charging contact, the groundcontact, and the safety contact are pins, and wherein the first couplingcomponent and the second coupling component are pin slots.
 12. Theapparatus of claim 10, further comprising any pins required for EPVrecharging as defined in SAE J1772.
 13. The apparatus of claim 10,wherein the ground pin, the safety pin, the first coupling component,and the second coupling component are configured to establish a closedloop circuit when the housing cap is properly mounted onto the EPVrecharging inlet, and wherein the closed loop circuit grounds an outputcurrent of the current source.
 14. An electric powered vehicle (EPV)system component comprising: at least one processor coupled to a memoryand configured to: receive a signal from a component in a recharginginlet; determine if the signal indicates that a housing cap is notproperly mounted on the recharging inlet; and alert a driver if thesignal indicates that the housing cap is not properly mounted on therecharging inlet.
 15. The EPV system component of claim 14, wherein thesignal comprises an electric voltage level, and wherein an “UNMATED”voltage level indicates that the housing cap is not properly mounted onthe recharging inlet, and wherein a “MATED” voltage level indicates thatthe housing cap is properly mounted on the recharging inlet.
 16. The EPVsystem component of claim 15, wherein the “UNMATED” voltage level isdetected where a light detector detects substantial light in therecharging inlet, and wherein the “MATED” voltage level is detectedwhere the light detector does not detect substantial light in therecharging inlet.
 17. The EPV system component of claim 16, wherein theprocessor is further configured to: receive a second signal from asecond light detector in the recharging inlet; determine if the secondsignal indicates that external light intensity is sufficient todetermine without using the signal from the light source that thehousing cap is not properly mounted on the recharging inlet; and turnoff the light source if external light intensity is sufficient todetermine that the housing cap is not properly mounted on the recharginginlet.
 18. The EPV system component of claim 16, wherein the processoris further configured to: operate the light source intermittently; andreceive the signal from the light source to determine if the housing capis not properly mounted on the recharging inlet when the light source isturned on.
 19. The EPV system component of claim 15, wherein the“UNMATED” voltage level is detected on the “MATED” signal where a safetypin in the recharging inlet is not connected to a corresponding pin slotin the housing cap, and wherein the “MATED” voltage level is detected onthe “MATED” signal where the safety pin is connected to thecorresponding pin slot.
 20. The EPV system component of claim 19,wherein the processor is further configured to: operate the DC powersource intermittently; and receive the signal from the “MATED” signal todetermine if the housing cap is not properly mounted on the recharginginlet when the DC power source is turned on.